Current and switch controlling mechanism



(No Model 3 SheetsSheet 1.

E. W. RICE, Jr. GURRENT AND SWITCH CONTROLLING MEGHANISM.

Patented July 22, 1890.

ATTESTI INVENTUF}:

Edwin. Wilbur awe Jn Morn/e (No Model.) 3 Sheets-Sheet 2.

'E. W. RICE, Jr. CURRENT AND SWITCH CONTROLLING MECHANISM.

.No. 432,644. Patented July 22, 1890.

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( No Model.) 3 Sheets-Sheet 3.

E W. RICE, Jr. CURRENT AND SWITUH CONTROLLING MEGHA NISM. No. 432,644.Patented July 22, 1890 Fig. 4.

IN VE N Tan 1 Edwin Wilbur Etc/6J5 UNITED ."STATES PATENT OF ICE.

EDlVIN \VILBUR. RICE, J R.,- OF LYNN, MASSACHUSETTS.

CURRENT AND SWITCH CONTROLLING MECHANISM.

SPECIFICATION forming part of Letters Patent No. 432,644, dated July 22,1890.

Application filed July 29, 1889.

To all whom it may concern:

Be it known that I, EDWIN \VILBUR RICE, J12, a citizen of the UnitedStates, and a resident of Lynn, in the county of Essex and State ofMassachusetts, have invented a certain new and useful Current and SwitchControlling Mechanism for Electric Cars, of which the following is aspecification.

My invention relates to the controlling apparatus for the driving-powerof an electrically-propelled car, the object being to so arrange theapparatus that no neglect on the part of the attendant to perform hiswork in the proper manner will result in permitting, the car mechanismto get beyond control and thus cause possible accident or injury.

A further object of my invention is to reduce the number of pieces ofapparatus required for controlling the operation of the motor, thussecuring ease of manipulation and simplicity.

My invention consists, essentially, in providing the electriccontrolling device for the electric motor on the car with a manualactuator of any proper description, which is at all times left free orunobstructed against a return-movement, and in applying to the electriccontrolling mechanism or actuating devices therefor a suitable retractorwhich shall return the controlling devices and actuating mechanism toposition for stopping or throw ing the motor .out of action whenever themanual actuator is freed by the hand of the operator.

My invention consists, further, in the combination, with the electricmotor on the car, of an electric power-controllin g device adapted whenin an intermediate position to bring the motor to rest, and when movedin either direction from such position to increase the speed thereof,manual actuating devices of any proper description located at oppositeends of the car and connected with such speed-controller, and aretracting device, as hereinafter described, adapted to return thespeed-controller to the position of stoppage for the car when thecontroller is moved away from such position in either direction.

Myinvention consists, further, in applying to the manual actuatingdevices which oper- Serial No. 319,131. (No model.)

ate the electric controlling mechanism for an electric -railway car asuitable retractor or power-storage resistance, such as a spring whichapplies an increasing retractive influence as the manual actuatingmechanism is moved farther and farther to increase the speed of themotor, said manual actuating devices being free to move at all times orunprovided with any catch or look, so that the motor-man will be obligedat all times to exercise a constant eifort in order to hold themechanism adjusted to each new oi'changed position for increasing thespeed.

My invention consists, further, in the combination, with the motor, of aspeed or power controlling mechanism, as hereinafter described, adaptedto increase the speed of the motor when moved in either direction froman intermediate position, suitable actuating appliances for operatingsaid speed-controller, and a pole-changing switch actuated on m0vementof the speed-controller from its intermediate position, but free toretain its position of reversal and permit the speed-controller to bemoved to increase the speed to any desired amount without imparting movement to the pole-changing switch.

My invention consists, further, in certain novel combinations ofapparatus tending to simplicity, which will be described in connectionwith the accompanying drawings, and

carried out by means of an electric regulator which is adapted to changethe power and speed of the motor by inserting resistance into thecircuit thereof 5 but any other desired means of regulating the powerand speed may be employed, as will be obvious to electricians. I havealso shown and described one form of mechanism for actuating thepolechanging switch on movement of such speedcontrolling mechanism ineither direction, but adapted to permit the switch to retain itsposition of reversal, while the speed-regulator may continue itsmovement for further increasing the speed. It will be obvious, however,to mechanics that other mechanisms for such purpose might be usedbesides the particular mechanism hereinafter set forth.

In the accompanying drawings, Figure 1 is a general plan showing themanner of arranging the electric controlling mechanism and manualactuating devices thereof on the electric motor of a railway-car. Fig. 2is a perspective view of a part of the actuating mechanism. Fig. 3 is aplan and diagram illustrating the electric controlling devices forstopping, starting, and reversing the m0- tors of the car. These devicesare omitted from Fig. 1 for the sake of simplicity. Fig. 4: illustratesin perspective, and Fig. 5 in plan and diagram, another form of electriccontrolling device that may be used in carrying out my invention. Fig. 6is a side elevation of another form of manually-actuated mechanism thatmay be used for operating the electric controlling devices of arailway-car. Referring first to Fig. 3, M M indicate the field-magnetsof two electric motors for a railway-car, B B commutator brushes of onemotor, and B the comm utator-brushes of the other. The motors aresupplied from a circuit, the poles of which are indicated at a l), inthe ordinary manner. D indicates areversing-switch in the connection tothe motor. This switch may be of any suitable construction, but isherein shown as consisting simply of the three contacts 6 e (Z, overwhich play the connected contact-levers 7a Z, connected, respectively,to the wires Z) a. Contacts 6 c are electrically connected, and contact(Z connects by wire j with one terminal of the motorcircuit, while thecontacts 6 c are connected with the other terminal of the motor-circuitthrough a variable-resistance or other electric speed and powerregulating devices for the electric motor or motors. The contact-arm ofsuch resistance, indicated at A, works in the fork to of theoperating-lever for the revcrsin g-switch, and such con tact'arm movingover a plate 0 is electrically connected by the wire I) with thereversing-switch and operates on the electric resistance, the plates ofwhich are numbered consecutively and arranged in a circuit, as shown. Itwill be seen that the fork a, and the arm engaging between the arms ofthe fork, provides asimple and effective device, whereby thepole-changing switch D will be actuated or moved by the electricregulator or part moving therewith only when the latter moves from theposition where the motor will be stopped, and that the move ment of suchelectric regulator after the polechanging switch has been set may freelycontinue without operating the pole-changing switch. By thus organizingthe pole-changing switch and the electric regulator I am enabled toemploy but a single manual actuator for operating both the pole-changerand the electric regulator. The pole-changing switch will obviously beat rest during the movement of the motor in one direction, although theelectric regulator may be actuated for changing the speed of the motor.The 'variable resistance R has its divisions conneeted by wires, asindicated, to two sets of contact-plates, one numbered from 1 toll,inclusive, and the other from 12 to 21 and 11, inclusive. The plate 11is one terminal of the resistance and connects by wire g to the motor M,as indicated. The motors themselves are connected by the wire 7b.

In the position of the parts shown in Fig. 3, which illustrates theelectric regulator at the interm ediate position or the position wherethe motor will be at rest, the pole-changing switch will be in positionready to be operated by such regulator an d to close the circuit throughthe motor in one direction or the other according to the direction ofthe movement of the regulator and the manual actuating devices. Assumingthe arm A to be turned in the direction of the hands of a watch by themanual actuator to be presently described, the arm will throw therevolving switch so that connection will be made with contacts (Z 6. Afurther rotation of the switch will directly establish contact betweenthe arm and the switch-plate Z of the rheostat R; but the continuedmovement of the switch-arm or other adjustable portion of the electricregulator or controller, after adjustment or tripping of the polechanger, takes place without movement of the pole changing switch, whichwill remain stationary and without interference from such stationarypart of the mechanism. Therefore, after the pole-changing switch hasbeen set, the electric power-regulator may be moved backward and forwardfor changing the speed freely without producing any mechanical operationupon the polechanging devices, so as to move the latter. A circuit isnow established through the motors M M, as follows: through wire a,switch-arm 7, contact-plate e 0, wire 1), plate C arm A, contact-plate1, wire 7, total resistance R, plate 11, wire g, brushes B 13, field ofmotor M, circuit 7!, field of motor M, brushes B 13 circuit j,contact-plate (l, switch-arm 7t, and to the other terminal of thecircuit Z). The motors M M in series are thus thrown into the circuitwith all of the resistance R interposed, and the car starts slowly. Thecontinued rotation of the arm A, by the mechanism to be described, overthe contact-plates 2 3 4, &c., the rheostat R successively shuntsportions of the resistance, allowing more current to ilow to the motorsM M, arranged in series, and increasingtheir speed until the plate 11 ofthe rheostat is reached, when all of the resistance is cutoutand themotors have attained their maximum speed. Assuming the arm A to havebeen rotated in the opposite direction, the first action will be thethrowing of the switch D to the left, and when the armAreachescontactplate 12 of the rheostat R circuit is established through themotors, as follows: through wire a, switch-arm Z, plate (Z, wire j,brushes B B field of the motor M, wire l1, field of motor M, brushes BB, wire g, plate 11, of

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the rheostat R, wire 2, resistance R, plate 12, arm A, ring C wire 1),plate 0, switch-arm K, and out to the other terminal of the circuit atb. The current in this case traverses the motors M M in series in theopposite direction to that just previously mentioned, so that they mayrevolve in the opposite direction, and, in the same manner as before,the entire resistance R is first interposed in circuit and successiveportions shunted upon a continued rotation of the arm in a direction tomove over the contact-plates 12 13 14 15, &c. By this electriccontrolling mechanism the electric motors may be started, stopped, andreversed at pleasure by the operation of the actuating mechanism andretractor connected to the controlling devices, as will be presentlydescribed.

It will be observed that by the employment of the two sets ofcontact-plates for the rheostat R, arranged to be engaged by arm A onmovements thereof in opposite directions, respectively, in connectionwith the reversingswitch operated by such arm, I am enabled to use thesame resistance R in starting the motors M M in either direction ofrotation.

Referring now to Figs. 1 and 2, W indicates a wheel which carries thecontact-arm A of the variable resistance, and which may be rotated ineither direction by an endless chain or belt 0, or by its equivalent, aswill be presently described, operated from either end of the car in anysuitable manner. A convenient means for operating such belt or otherdevice is a spur-wheel F, secured to a spindle on shaft R, that isprovided with a handle extending upward to the car-platform and withineasy reach of the driver. These devices constitute one form of manualactu ator that may be used for operating the .electric controllingmechanism of the motor. The arm A and wheel W are arranged to make apartial revolution only, being brought to rest by a suitable pin 1 atthe point where the electric controlling mechanism is in position togive the motor its greatest power. The position where the motor willstop or be thrown out of action is indicated by the dotted lines A Theactuating devices described work against a suitable retractor when theyare moved for the purpose of increasing the power of the motor bycutting out the resistance, and such rctractor is preferably one whoseretracting influence will increase as the controlling-arm A is turnedfrom the point where the circuit is open toward the point where theresistance will be cut out and the motor allowed to operate with itsmaximum power.

I prefer to employ for the purpose of retracting the actuating mechanismand electrical controlling devices a spring or springs S S, attached atone end permanently to some point underneath the car, and at the otherconnected to a chain or belt C, which will be wound up on the rod R uponthe rotation of the spur-wheel F by the handle H, thus extending thespring and storing up power therein. When the springs S S are extended,as shown in Fig. 2,by the rotation of the handle I-I, there are no meansprovidedsuch as detents, dogs, or latches-for locking or holding the rodR or maintaining the spring S in an extended position.

It is the distinct purpose of my invention to avoid such lockingdevices, the desire being to arrange the apparatus in such manner thatshould the attendant for any reason whatsoever leave his post thesprings S S will immediately act to rotate the wheel in a direction tobring the arm A out of position or out of contact with thecontact-plates of the rheostat R and to rupture the circuit between themains a b and through the motors M M, so as to stop the motor or motors.

It will be seen that by my invention the driver must constantly exert acertain pressure against the springs S S to bring the car up to speed,and the greater the speed the greater the pressure necessary. Thus themaximum speed of the car can only be maintained by a constant effort onthe part of the driver, whois thus checked from running the car orvehicle at a dangerous speed, which might easily be done should means beprovided for locking the switch-arm A in a position where the maximumcurrent was being fed to the motors M M. It will further be observedthat by the organization of 'appliances hereinbefore described theelectric motor may be reversed and its speed controlled as desired fromeither end of the car by the same manual actuating mechanism, and thatif such actuating mechanism be freed from the hand of the operator atany time it will automatically, through the influence of the retractingdevices described, return to position where the motor will come to rest,and that this automatic action will take place no matter whether the caris backing or is going forward.

It will be obvious that from the preceding description the same actionof an automatic return of electric controlling mechanism to position tostop the motor will take place no matter which part of the actuatingmechanism is operated and irrespective of.

the direction in which the electric motors are moving.

The electric controlling devices might be actuated by a manual actuator,such as that shown in Fig. 6, which differs from that of Fig. 1 only inthe substitution of a rod and gear-wheels for the chain and wheels. Inthis instance B is a shaft carryingthe gear-wheels O C at opposite endsand at another point the gear-wheels C, which engage with the gear 'onthe wheel V, as indicated. The wheels O in turn gear with wheels on thespindles R. The operation is obviously the same as in the case of Fig.1, and-the electric controlling devices may be turned or reversed fromeither end of the car and will be automatically moved into position tostop the motor on the release of the handle of the actuate ing mechanismby the operator.

Instead of the electric controlling mechanism described, I might employone such as is shown in Figs. 4 and 5, and which determines the speed ofthe motors by the establishment of diiferent connections between thefieldcoils and armatures. In these figures, X X indicate the twoarmatures of the two motors, and M M the field-magnets thereof. T T T TT T T indicate a series of brushes connected to such armatures andfield-magnets in the manner indicated and adapted to bear on the surfaceof a commutator 0 provided with conducting-plates (1 (Z (Z d" (Zinsulated from one another, as shown. The surface of thecommutator-cylinder O is shown spread out in Fig. 5 on the plane of thepaper. The terminal brushes T T connect to the wires a b. The operationmaybe readily understood from inspection of Fig. 5. Atfirst the brushesT T T 850., rest upon insulation, and no current can flow between themains a Z). Should the commutator C be now rotated until the plates (1(Z (Z (Z d are brought into connection with the brushes, a circuit ismade between the mains a Z) and through the motors, as follows: wire a,brush T field M, brush T plate (1", brush T field M, brush T", plate (Zbrush T armature X, brush T, plate (Z brush T armature X, brush T, andout to the main 1). The motors are thus first connected into circuitwith their fields and armatures arranged in series, the connection mosteffective for great torque necessary in starting the car or vehicle. Ifthe commutatorbe now advanced or rotated in the direction of the arrowuntil plate (1" is cut out of circuit or to position corresponding todotted line 27, Fig. 5, the arrangement of the connections to the motorswill be changed, and as follows: plate (1, brushes T T in multiple,fields M M in multiple, brushes T'*- T in multiple, plate (i brush Tarmature X brush T, plate (1 brush T armature X, brush T, and out atbthat is, the fields are in circuit in multiple and the armatures inseries there with, resulting in an increase of speed of the motors. Afurther rotation of the commutator C" until plate (Z is out of contactwith the brushes results in the establishment of a new set ofconnections to the motors, thus: d? T T in multiple, fields M M inmultiple, brushes T T in multiple, plate (1 brushes T T in multiple,armatures X X in multiple, brushes T T in multiple, plate (1', and outat bthat is, the fields and armatures are in multiple each to each andin series with each other, resulting in a continued increase of speed.It is evident that any desired connection of circuits might be obtainedin a similar manner.

What I claim as my invention is- 1. The combination, with the electriceontrolling devices for an electric-railway motor, of a retractortending to move such controlling devices into position to decrease thepower of the motor or throw the same out of action, and amanually-operated actuator for such controlling mechanism constantlyfree to return to position of stoppage under the operation of suchretractor.

2. The combination, with an electric motor, of a pole-changing switch, asingle resistance, a double set of contacts for the contact-arm of suchresistance arranged, respectively, to be engaged on movement of the armin opposite directions from the position where the resistance is thegreatest, and an intermediate actuating device between the pole-changingswitch and the movable part of the variableresistance device, consistingof a fork and an arm adapted to engage with one another as thecontact-arm of the resistance is turned in either direction from theposition of stoppage of the motor.

3. The combination, with the electric motor, of the electricspeed-controlling mechanism adapted to increase the speed of movement ofthe motor on being moved in either directionfrom a central orintermediate position, a manual actuator for operating saidspeedcontrolling mechanism in either direction, as described, connectedto operating-handles at opposite ends of the car, and a suitableretracting spring or springs connected with a winding chain or belt, soas to be wound on the operation of the manual actuator in eitherdirection for increasing the speed of the motor.

4. The combination, with the electric controlling mechanism on anelectrically-propelled car, of a manual actuating device for moving suchelectric controlling mechanism in either direction from the central orintermediate position where the motor will be at rest or its power theleast, means atboth ends of the car positively engaged with suchcontrolling device for the purpose of reversing its movements, andretracting devices for returning the electric controlling devices toposition for the stoppage on release of the operating-handle, saidcontroller and manual actuating devices being at all parts free orunprovided with any catch or latch, so that on release of theoperating-handle all the parts may return freely to position forstoppage under the operation of the retracting devices.

5. The combination, with an electric motor, of a speed-controllingmechanism adapted to increase the speed of the motor on movement ineither direction from a normal or intermediate position, manualactuating devices for operating said speed-controlling mechanism ineither direction from each of two or more points, a pole-changing switchmounted independently of the speed-controlling mechanism, anintermediate actuating mechanism for the latter between the same andsome portion of the speed-controllingmechanism, and its actuatingdevices adapted to throw the switch at the start in either direction andto leave the same at rest in circuit-closing position during adjustmentof the speed-controlling mechanism for changing or varying the speedofirotation of the motor in the same di- 7 rection.

Signed at Lynn, in the county of Essex and State of Massachusetts, this22d day of July, 10 A. D. 1889.

EDWIN \VILBUR RICE, JR.

Witnesses:

J OHN W. GIBBONEY, DUGALD MCKILLOP.

